Car construction



Nov. 8, 1932. G. G GILPIN' CAR CONSTRUCTION Original Filed Oct. 20, 1928 5 Sheets-Sheet Inven'af:

Nov. 8, 1932. G. G. GILPIN CAR CONSTRUCTION original Filed oct. 2o, 192e 3 Sheets-Sheet 2 3 Sheets-Sheet 3 l 1 l 1 I 1 J G. G. GII-PIN CAR CONSTRUCTION Illllll ux atented Nev. d, i932 Y. GABTH G. GILPIN, OF RIVERSIDE. ILLINOIS, ASSIGNOR TO 'UNION MTL PRODUCTS COMPANY, OFCHICAGO, ILLINOIS, A CORPORATION F DELAWARE CAR CONSTRUCTIGN' Original application led October 20, 1928, Serialv No. 318,906. Divided and this application tiled February 1, 1930.

preferably cast metal panel with a web formed into a bulge projecting outwardly from the interior of the car so as to increase the cubical capacity of the car to haul freight which bulge merges into the panel adjacent its perimeter, and a further object is tol form the central part of such a bulge of thicker material than the portions thereof adjacent vthe margins of the panel. Such an arrangement provides great strength' tov support a load for the amount of material used.

Another object is to form such cast metal panels or units so that they can be readily j detached and removed from the frame and the adjacent panel.

By nature of .their requirements railway freight train cars are out of doors substan- 'tially all of the time, therefore, are'subjected to corrosive action of the elements, and while paint and other non-corrosive coatings-have been applied to the car parts, such protection not only has been found to be expensive in time and money, but the lading removes the coating. This is particularly true of the inside of open type cars Which are turned upside down in unloading Inachines causing the load to slide across the insidesurface of the car body and also when the discharging load slides across the surface of a drop door and also when the long lading rests upon the lowered drop end gate of a gondola car the friction therebetween caused by the movement of the. car also removes the protective coating from the end gate.v Furthermore, certain ladings, such acid, and saline water (in refrigeratorand Serial No. 425,259.

stock cars) cause rolled steel or iron to corrode. On account of its increased strength rolled steel in the form of plates and bars has supplanted wood in car construction but the corrosive action of the elements eats away the rolled steel or iron material reducing their strength and their length of life. rlhis applies to both the load carrying members, such as the sills, plates and diaphragms and also to the lading retaining members, such as side and `end walls, floors, hoppers, hopper doors, etc. It has been found that cast metal, particularly cast steel, has more than twice the resistance to corrosion than rolled steel, therefore, one of the objects of the invention is to make the car part of cast metal, preferably cast steel, to enable'the car `part to resist corrosion, and furthermore, to

produce .a construction wherein the metal can be dlsposed and `positioned to accommodate the stresses set up by the car in service.

Such a cast construction necessitates a minimum amount of material for strength requirements. Y

Another object is to eliminate the cost and delay in fabricating the numerous component parts of the present structural steel car parts.

Another object of forming the car part of cast metal is to eliminate the possibility of loose connections which would permit rela-` tive motion between the component parts of the car part, as it is common knowledge that the vibration of the car inmotion, due -to `rough and uneven track, and steel lwheels f rolling on steel rails, together with longer trains and high speeds in present day practice, cause riveted joints and built up sections to work loose and the railroads look with favor upon any device which reduces the number of parts and joints vas these are the weak parts of the car and the more such weak parts are eliminated, the longer the life of the car. ln the drawings: Figs. l and 2 show a typical application of my device to a railway car. Figs. 3, 4 and' 5 show atypical panel in l *detail when inside a hopper door... as sulphur, wet coal, which formssulphuric Figs. l and r2 show my cast 'metal'panel type of railway car. In this type of car the hopper doors are arranged in pairs transversely of the car on opposite sides of the center sills 111 and are hinged at their upper margins to the center slope sheet 112 with a connectin member or spreader 113 extending across an joining the lower ends of the hopper doors so that they maybe opened or closed in unison upon actuationof the door operating mechanism 114. It will benoted in Fig. 2 that the bulged central portion projects outwardly from the interior of the car so as to increase the cubical capacity of the car.

Figs. 3, 4 and 5 illustrate a modified form of cast metal panel used as a hopper door which comprises a web portion 160 having an integral lateral flange 161 extending continuously around its perimeter, which flange is provided with an integral preferably inturned reflange 162 extending continuously around the edges of the panel and connected at the corners of the door by integral gussets. The web portion is formed into a bulge or embossment projecting in the same direction as the Bange and occupying the major part of the area of the web and having a circular or elliptical perimeter with portions of the bulge adjacent the side and end portions of the flange preferably leaving a flat marginal portion 163 surrounding the bulge. The

.depth of the bulge is preferably substantially equal to the depth of the flange. In or to obtain greater strength the central portlon of the bulge is formed with relatively thick material which thickness gradually decreases toward the perimeter of the bulge. Lateral ribs 164 may be used to strengthen the bulge portion if necessary to accommodate heavier loads.

When the panel is used as a hinged door the hinge lugs are preferably positioned within the recess formed by the body or web and the flange (and preferably integral with the reiiange) so that the thrust of the load on these members is transmitted to the hinge pins without any cantilever action.

The accompanying drawings illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof, within the scope of the claims, will occur to persons skilled in the art. f This is a division of my co-pending application Serial No. 313,906, iled Qetober 20, 1928. v

lI claim:

1. A cast metal `panel load retaining means of a railway car comprising a web portion having an integral, continuous lateral flange adjacent its perimeter provided with an integral continuous inturned reiiange said inturned reflange beforming part of the' load retainin means of a railway car comprising a we portion having an integral, continuous lateral flange adjacent its erimeter, said web formed into a bulge wit portions of its perimeter adjacent the'side and end portions of the flange, said bulge projecting in the same direction as the flange.

4. A cast metal panel forming part of the load retainin means of a railway car comprising a we portion having an integral, continuous lateral flange adjacent its perim-V eter, said web formed into a bulge having its depth substantially equal to the depth of the flange with portions of its perimeter adjacent the side and end portions of the flange,

.said bulge projecting in the same direction load `retainin means of a railway car com'- prising a we formed into a bulge of relatively thin ortion adjacent the side and end portions o the panel and a relatively thick portion adjacent the central part of the bulge. 7. A cast metal panel forming part of the load retaining means of railway car Acomprising a web formed into a bulge of relatively thin portion adjacent the side and end portions of the panel' which gradually increase in thickness toward the central part of the bulge.

8. A hingeable cast metal ldoor lforming part of the load retaining means of a railway car comprising a web formed into a bulge projecting outwardly from the interior of the car so as to increase the cubical capacity of the car.

9. A hingeable cast metal door forming load retaining means of a railway car comprising a web portion having an integral continuous lateral flange adjacent its perimeter, said web formed into a bulge with portions of its perimeter adjacent the side and end portions of the liange, the central portion of said bulge being of relativelythick material which gradually decreases in thickness toward the perimeter of the bulge.

1l. A hingeable cast metal door forming part of the load retaining means of a railway car comprising a web formed into a bulge projecting outwardly from the interior of the car so as to increase the cubical capacity of the car and a continuous integral flange adjacent the perimeter of the door.

12. A hingeable cast metal door forming part of the load retaining means of a railway car comprising a. web formed into a bulge projecting outwardly from the interior of the car and a continuous integral ange adj acent the perimeter of the door, said flange formed with a continuous relange.

13. A hingeable cast metal door forming part of the load retaining means of a railway4 car comprising a web formed into a bulge projectingoutwardly from the interior of the car and a continuous integral fla-nge adjacent the perimeter of the door, said flange formed with a continuous reiiange connected at the corners of the door by integral gussets.

14. In a railway car, the combination of an opening for the discharge of lading, and a door to close said opening, said door having portions engaging the margins of said opening when the door is in Vclosed position and having the part of the door between said portions bulged outwardly from the interior of the car so as to increase the cubical capacity of the car. a

15. In a railway car, the combination of an opening for the discharge of lading, and a door to close said opening, said door having portions engaging the margins of said opening when the door is in closed position and having the part of the door between said portions bulged outwardly from the interior of the car so as to increase the cubical capacity of the car, said door provided with stiHening flanges adjacent its perimeter.

GARTH G. GHJPIN. 

